Andrew I think your a much better reader then I am a writer. ...
Instead of trying to explain the error of my writing and why I wrote as I did, I'm going to instead just try to say it differently.
With the exception of including in my thought process the amount of dynamic weight increasing as g's increase, I think about how things operate out on the track and how weight effects the operation, in terms of the movement of dynamic weight.
I can talk about or alter my picture of a corner of what's being raced by mentally altering height or mechanically pivoting a corner, side or end. But the significant s of the mechanical movement is pretty much only to direct dynamic weight. In my mind I put pretty close to zero, the actually effects of mechanically moving chassis weight. In my mind and in my thought process, I see the change in the physical location of parts on the chassis through how it effects dynamic weight transfer. Though I see in my mind physical movement and if you scale you will see weight changes on the scales, the movement and changes on the scale are only an indicator of how dynamic weight will be directed.
Even with the finger puppets I introduced, thought I can open and close what springs allow done and I can raise, lower and change the physical relationship between sides, all that ends up only being physical changes made with the real thing of importance being how it effects weight I see shooting or traveling from one side to another. Tough to describe finger puppets and harder yet to describe the imaginary transfer of weight I see moving across from one side to the other. ...
I think you were able to add to the puppets an imaginary sway bar and you were also able to relate to how movement at one end of the sway bar, could be transferred via the sway bar to the other side. If so I think the puppets may become a new 'handy' tool for you to use. ...
If I expressed things better, then the next thing is I have to have some sort of reference for how dynamic weight needs to be applied or moved.
The 'ideal' process if you have a staggered solid axle is my general BS, as I like to call it. Simply put, you can control via weight applied to each rear tire at the appropriate time, the direction a staggered axle will roll. The reason you can do it is because there is a difference in surface speeds, between the right and left rear tires. With a staggered solid axle you can carry all of the rear load all the time on the left rear tire, with the exception of the weight needed on the right rear tire to cause it with it's faster surface speed, to rotate as needed around the left rear tire.
The paragraph above is a description of what is ideal and it does not mean what your racing can use it's staggered solid axle in the 'ideal' way. I accept most all the time the 'ideal' way of using a staggered solid axle will not be obtained. I consider as fact that any short comings to using a staggered axle in the ideal way, will have to be over come by the front tires. In my general thinking I also consider any need to turn the solid staggered axle with the front tires, will create a conflict for control of direction and in turn eat hp. My thought process is; base line what ever your racing as best you can and put it on the track to see how it preforms. Then if there is an on track problem, fix it. My first thoughts of how to fix the on track problem are always to think of things that will fix the problem, by moving the function of what your racing which has a solid staggered axle, more towards the 'ideal'.
After all that I have to repeat what your giving us numbers on your balanced tire heating, did for me.
It allowed me to logically bring back a thought I have had for years, about the benefits of storing weight at the LF corner. Here's where I see the good of storing weight at the LF comes from. Simply put I think it's easier to roll carried weight out on the track at the LF corner then locating weight anywhere else. What that says to me is if you can get needed function(balanced function if you like) out of the other three tires, then over all rolling resistance and most importantly your ability to maintain momentum, will be maximized.
Time to go get my second cup of coffee and also time to stop writing and read through what I'm posting to see if it was what was on my mind.
Andrew, the point I think I was trying to make in the other post, was that it's the process which is used to decide how to cause dynamic weight to be applied that is important.
I don't care what amount of weight is moved, so long as it achieves the results I want, via my now established process. And I think that may include your input of how dynamic weight is what's tough to work with accurately. It's tough because you not only don't have anything exact to tell you how it will be directed, even if you did you would not know how much was directed. Thinking about the last sentence, makes scales the only thing you have, to even try to come close accuracy. But even scales are only a tool, to hopefully help your thought process to be brought into reality out on the track. It's an art form, with the performance of your thoughts played out on the track. And your applause is being able to end your performance before anyone else.
later... gota go get that coffee NOW !